Damper for locomotive smoke-stacks.



0. B. SCHULZ.

' DAMPER FOR LOCOMOTIVE SNIOKE STACKS.

APPLICATION FILED APR. 27,19I8.

Patented Jan. 14, 1919.

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mmmamlmmmmmmnun Application filed April To all whom it may concern:

Be it known that l, Orzo" B. Scams, e citizen of the United States, residing at Minneapolis, in the county of Hennepin and of Minnesota, have invented certeiirgi new and useful Improvements in Dampers for Locomotive Smoke-Stacks; and I do hereby declare the following to be a full,

clear, and exact description of theinvention, such as will enable others skilled in the art to which it sppertams to make and use the some,

My invention relates to dampers for comotives; and to this end, it consists of the novel devices and combinations of devices hereinafter described and defined in the claims.

As is Well known, hopper bottom ash dampers were ssh pans, out in redesigning locomotives to incorporate such ssh pans, it was necessary to e mihete the dmnpers. Since the elimilll'tolfill of dampers in the ssh pan, there been no Way irovidedto check the fire in 22, locomotive when standing still on a side track or at e, grade with the throttle shut off, thus causing a large waste of fuel.

The primary object of my invention is to provide a damper for vapplication to the smoke stack of s locomotive, either at the time of manufacture or to previously built smoke stacks. A

y A further object of the invention is to provide operating; connections whereby the damper in the smoke stock may be positively opened or closed by e troinman in the cab.

A. still further object of the invention to provide e damper for the smoke stock oi? looomot' 9 when closed, Will autoprior to the adoption of pans tor locomotives,

meticelly open wh each exhaust from. the locomotive oloss immediately after each exhaust.

In the accompanying drawings, which illustrate the invention, like characters indicate like parts throughout the several views.

Referring to the drawings:

Figure l is it view in side elevation of a locomotive having one form our the improved damper spplieci thereto;

Specification of Letters Patent.

used in connection with the station, or when running down Patented Jon, is, less.

27, 1913. Serial is. 231,195.

Fig. 2 is a, plan View of the damper shown.

Fig. 1, on an enlarged scale; Fig 3 1s a view partly in side elevation and partly in central vertical section, taken on the line 8-3 of-Fig. 2; and

Fig. 4 is a view in horizontal section, taken on the line 4-4 of Fig. 3.

The numeral indicates a locomotive as an entirety, with the exception of the smoke stack 8 and cab 9. Two damper members 10 are connected, by spring hinges 11, to the upper ends of a pair of diametrically opposite front and rear upright arms 12. The springs of the hinges 11 have their ends anchored to the members of said hinges secured to the arms 12, while their intermediate portions bear upon the members of said hi ges secured to the damper members 10 and yieldingly lidld said members closed Hinge pins 13, rigidly secured to the lower ends of the arms 12, are journaled in sleevelilze bearings 14-, rigidly secured to a clampin bond 15. This clamping bond 15 is ap plied around the base of the smoke stick 8, and forms the sole support for the improved damper and operating connections therefor. As shown, the clamping band 15 is transversely divided and the ends thereof are bent outward to form a pair of lugs having alined bores, through which is passed :1 draw bolt 16, for frictionally clamping said bond onto the smoke stack.

Preferably, as shown, the upper end of the Smokestack 8 is beveled, both forwardly and backwordly from the transverse center-of the smoke stack 8, so that the damper members 10 rest obliquely thereupon, as best shown in Fig. 3. Lower fingers 17. on the upper ends of the arms 12, limit the closing movement of the damper members 10 when moved bodily out of engagement with the, smoke stock, as indicate-cl by broken lines in Fig. 3. Upper fingers 18, also formed on the upper ends of the arms 12, limit the opening movement of theclumper members '10, us also indicated by broken lines in Fig. 3. The bearings lei extend transversely in respect to the locomotive and project to one side of the smoke stack 8, to-Wit: as shown, to the right, and the respective ends of the hinge pins 13 projest slightly outward the ends of the respectively,

hold 2%. -rod'%,ere arranged to engages loci: piste said bezu'in s. Slots M are formed in. the sleeve-like beatings ll to permit the required swinging movements of the damper supporting arms 12 when the damper members 10 are manually moved into positions to open the smoke stock 8.

A crank arm 19 is rigidly secured to the projecting end oi the front hinge pin 13 end upper end. lower crank arms 20 and 21,

are secured to the projecting ones of the real or other binge pin 13 and cirsnged in the form of e bell crank. The ctenlt suns l9 and 21. project in opposite disections, and a link 22 connects their free ends for importing simultaneous movements to the arms 12 to positively open end close the dsmper members 10. 3., e forward end of en operetlng rod 23 is attached to the upper or ices end of crank arm 29, and its rear end portion (intends through the front of the ca '9 end is provided with ehend ilstobet teeth 25, on the operating filo-within tbdcab 9, to hold the darn-per menthol-s11}, where set. Ubviously, the corn nections ii to 26, inclusive, efiord connections from the dsmpei: members 10 to the cob by which said damper members may be manually opened end closed and held in difieient set positions.

From the ebove description it is evident that when tbedemper members are closed the manually operated connections, tiey y will be automatically opened by each exhaust and then immediately closed by the spring hinges 11. If the locomotive is pulling it train, the damper members in the smoke stock may b( manually opened by a train man in the cab and held open by the latch device provided for the operating rod. When the locomotive is standing still, doing light work, or drifting downhill, the damper members may be'menually closed to save fuel, and they will sntomaticslly open with each exhaust, as previously described. Also, if the trainman should Iorget to open the damper members when the locomotive is pulling a train, the dampers will be automatically opened by the exhaust. Obvi ously,- the application of the improved damper to the smoke stack of a locomotive will save a large amount of fuel. It is also evident that the improveddamper may be readily applied "to a smoke pipe with a coinperativcly small amount of W011: and also at comparatively small cost.

What I claim is:

1. The combination with a locomotive, of

e damper for the smoke stack thereof, means for manually opening and closing the damper, and a resilient connection between the damper and said means permitting-the damper to be opened by the exhaust.

- 2. The combination with a locomotive, of

' a damper members to be opened means permitting the damper to be opened by the, exhaust. I

3. The combination with a locomotlve. of

arm hinged to the smoke stack thereof, a damper for the smoke stack, a resilientconnection between the damper and arm permitting the damper to be opened by the exhaust, and means for manually operating the arm to open and close the damper.

The combination with e locomotive, a damper for the smoke stack thereof, of a pair of upright arms ends hinged to the smoke stack of the locomotive, a damper for the smoke stack comprising a pair of members, resilient connections between the damper members and up per ends of the arms permitting the damper members to be opened by the exhaust, and meens for manually swinging the arms to open and close the damper members and for holding the some in difierent partially open positions. v

for the smoke stack thereof, of en having their lower a damper for the smoke stack thereof, of a pair of upright arms having their lower ends hinged to the smoke stack of the locomotive, a, damper for the smoke stack comprising a pair of members, resilient connections between the damper members and upper ends of the arms permitting the damper V by the exhaust, a bell crank secured to one of said pair of arms and a crank arm secured to the other thereof, a link connecting one of the arms of the bell crank to said crank arm, a manually operated rod attached to the other arm of the bell crank for swinging said pair of arms to open and close the. damper members, and means for securing the rod in different longitudinal adjustments to hold the damper members in diilerent partially open posi- V tions.

SI The ombination with e locomotive having a sn ohe stock, the top of which is beveled both forwardly end baclnverdly, of

a pair of upright arms hinged at their lower;-

1,291,1aa Q manually operated rod attached in she other I n testimony whereof I aflix my signature.

arm of the bell crank for swinging said pair in presence of two Witnesses.

of arms to open and close the damper xnexnbers, and means for securing the rod in dif- OTTO H ferent longitudinal adjustments to hold the Witnesses:

damper members in different partially open .HULDA Lnsnnn,

positions. HARRY D. Klmoxn. 

